Car-heating system



(No Model.) s sheets-sheet 1.

R. D. KIMBALL. .GAR HEATING SYSTEM.

No. 422,596. Patented Mar.. 4, 1890.

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(No Model.)

3 Sheets-Sheet 2. R.- D.- KI'MBALL.

GAR HEATING SYSTEM.

Patented Mar. 4, 1890.`

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(No Model.) 3 She-ets-Sheet -3. R. D. KIMBALL.

.GAR HEATING SYSTEM. 1 No. 422,596. Patented Mar. 4, 1890.

Nv PETERS. Pvmwumugmpnnr, washington. n.1;

UNITED STATES PATENT OFFICE.

RICHARD D. KIMBALL, OF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE KIM- BALI. AUTOMATIC CAR HEATING COMPANY, OF PORTLAND, MAINE.

CAR-H EATING SYSTEM.

SPECIFICATION forming part of Letters ratent No. 422,596, dated March 4, Iseo.'

Application filed May 23, 1889. Serial No. 311,783.

To aZZ whom it may concern:

Be it known that I, RICHARD D. KIMBALL,

. of Boston, in the county of Suffolk and State of Massachusetts, a citizen of the United States, have invented a new and useful Improvement in Car-Heating Systems, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, forming a part of this Io specification, in explaining its nature.

In an application now pending in the Patent Office, filed July 2, 1888, No. 278,786, I described an apparatus for heating cars in which there were two systems of circulatingpipes, one containing steam only, the other containing hot water only, which two systems of pipes-one for steam and one for hot watermwere separated by an automatic steamtrap, so as to carry olf as soon as it was formed 2o the water of condensation from the steampipes to the hot-water pipes, and in which there was also described at the outlet of the hot-water pipes an automatic thermostatic valve to discharge the water of condensation e5 when it had sufficiently radiated its heat into the car.

The invention which I now describe isan improvement on the invention set forth in the application. above referred to.

In the drawings, Figure l represents a car, partly in elevation, provided with a steamheating system of my improvement. Fig. 2 represents a plan of the steampipes as applied to a car. Fig. 3 is a vertical section of the form of steam trap or valve which I prefer to employ between the steam-circulating pipes and the watercirculating pipes; and

`Fig. t is the form of discharge-valve which I prefer to employ'at'the outlet of the hot-water 4o pipes. Fig. 5 is a side elevation, partly broken away, of a fragment of the steam and water circulating pipes.

The main steamf-pipe, which furnishes steam from the engine to the cars, is shown in dotted lines at A, Fig. 2. It runs underneath the car. There are branches at a at either endy of the car by which the steam is admitted to the steam-pipes, (marked C in Fig. l.) At the center of the car there is an expansion-joint,

(No model.)

(marked c in Fig. l.) The hot-Water pipes are 5o marked B in Figs. l and 2. The steam is admitted to the steam-pipe and circulates therein. These steam-pipes are so inclined that any Water formed in them by condensation drains to a point adjacent to the location of the steam or valve traps D.- These steam traps or valves D are mounted on the coupling (l of the hot-water-circulating pipe B, as shown in Fig. 2. Through the center of the steampipe C on one side of the steam-trap D there 6o extends a rod d2, as shown in Fig. 3, and this rod Inay be adjusted in length by the handwheel d3, as shown in Figs. l and 2. This forms, therefore, a comparatively familiar rodtrap. The steam to which the rod d2 65 is exposed is the steam which is nearest to the delivery-point of the water of condensation, and consequently as the water of condensation will run past the rod d2 the temperature of this rod will always be nearly the 7o temperature of the water of condensation. and therefore nearer the temperature of the car than live steam would be. This arrangement also allows a verylong` thermostatic rod d2 to be provided, and therefore makes a very 7 5 delicate steamtrap and one which is susceptible of nice adjustment.

It will be observed that the Water of cona densation from the steam-pipes is admitted into the pipes B at d--that is to say, tothe 8e outside pipe. This Wat-er of condensation is discharged vat the outlet-orifice of the pipes B, which is situated at or near the center of the car at b, the valve being represented at h2, and the pipe leading from the valve toward the center of the car being shown in dotted lines on Fig. 2 at b, the discharge-pipe from both branches of the hot-water pipe B uniting together for a discharge common to the two branches. It will be observed in Fig. 9o 2 that this arrangement of pipes gives a length to the outlet drainage vof the hot-water pipe nearly equal to half the length of a car. The valve which controls this outlet is again a long rod thermostatic valve, and the rod, be- 95 ing nearly of the length of half the car, has a largeV movement and works with great delicacy. This rod is also entirely inclosed in the hot-"water pipe, and, as it is near its outlet, is submitted to the lowest temperature of the water in the hot-water pipe. rlhis outlet- Valve is of the form shown in Fig. Ll. Itis operated by a hand-wheel an d screw, as shown at E, Fig. 2.

Turning now to the drawings, Fig. 3, C represents the steam-pipe connections. They enter the shell of the thermostaiic valve on each side.

D is the trap or valve.

d3 is the connection of the valve with the hot-water pipe. To a boss di on the interior of the shell of the valve is hinged a lever d6, to the end of which lever is att-ached a valvefacing d'7, which rests upon a raised valveseat d8. The thermostatic rod d2 is made of a metal which has a somewhat greater susceptibility to thermal infiuence than the metal of the pipe C, and consequently will expand and contract somewhat quicker than this pipe. It is therefore so inclcsed by the heating medium that it will be at a higher teniperatnre than the pipe C, in which it is in closed. This also gives it great susceptibility. Although the form of the discharge-valve shown in Fig. i differs somewhat from the trap or valve D, yet the principle of its operation is the same.

b2 is the shell of the valve. static rod is marked e.

is the neck of this valve b2, by which it is coupled to the pipe ll. (Shown in Fig. 2.) A valve-seat lis lformed in the interior of this shell h2, which connects with a discharge- The thermonozzlc t, and a valvc-head e is formed on the end of the rod e.

Having thus fully described my invention, I claim and desire to secure by Letters Patent of the United Statesl. The combination, with a car-heatingr system consistingr of steain-circulatin pipe or pipes and hotwater-circulating pipe or pipes, of thcrmostatic steam-traps, the dischargevalves D of which are placed between and conn ect the said steanncirculating pipe or pipes and said l1ot-watcrcirculating pipe or pipes, the expansicn-rods of said thermostatic steamdxraps being entirely inclosed within the pipe or pipes ci' said steam circulation, substantially as described.

2. The combination, in a ear-heating system consisting` of steam-circulating pipe or pipes and hotwatercircnlating,r pipe orpipcs, of a thermcstatic steam-trap l) between and connecting said steam andhotwatcr circulating pipe or pipes,of a thermostatic discharge valve c', the cxpansioirrod of which is cntirely inclcsed within and extends the entire length of the hotwater-circulating pipc,snbstantially as described.

In testimony whereof l have signed my name to this specification, in the presence of two subscribing witnesses, on this 18th day of May, A. D. 1889.

RICHARD l). KIMBALL.

Witnesses:

SMIL. H. KmnAm., .Tos'EPIr WILLE'I'T. 

